New engine build Scania DC1601 for our semi truckpuller.

Not sure why he is bringing up prostock tractor hp in a semi pulling thread? Comparing 680ci tractor hp to 1000+ci semi pulling engines is mildly retarded imo.
 
We are always on the lookout for new ECU systems and I think we found one with an open control strategy that fit our needs so we can program the ECU to what we want with only the hardware restrictions like I/O…...
It will be for a hi end marked as you will need a bigger budged for these ECU systems and there is a load of things in there you really not need for most motor sport applications so why invest time? The simple variant on things is more options in the box.

Just an example. Rail pressure monitoring can be done on a crank position bases so just before the start of injection you can take a pressure sample and correct injector duration to the fuel metering you want. Theoretically this looks correct But in reality chance is your reading the pressure waves inside the Commonrail so your engine ends up running like a bad tuned piano under very hi load as we discover on the XPI Commonrail engines where the AFR was all over the place having the pressure sensing flat out on the on the 1280ECU we use on most projects so we had to calm things down on the sensing part and get RMS reading programmed in making it possible to monitor the raw and RMS pressure reading having up to 500Bar pressure differential @ some load points.

So loads of new things and options for gathering data on this new ECU system but simple control strategies will make things easier most of the time as you can also go more advance if needed but for motor sport we are not out there to set new emission standards. Most of the time they tell you if it smokes. :lolly:
 
Video of last nicht pulls. We end up having a 5 place with the Scania SuperSport truck due to bad balance and the HobbySport Volvo Ny Titan did what it always do only making FullPulls so yes first place again by far.

[ame="http://www.youtube.com/watch?v=c8bJQvA0H3Y"]http://www.youtube.com/watch?v=c8bJQvA0H3Y[/ame]
[ame="http://www.youtube.com/watch?v=jhbjg5w3BsA"]http://www.youtube.com/watch?v=jhbjg5w3BsA[/ame]
[ame="http://www.youtube.com/watch?v=dI7QZM3UXcU"]http://www.youtube.com/watch?v=dI7QZM3UXcU[/ame]

[ame="http://www.youtube.com/watch?v=X4W5k_QcdjU"]http://www.youtube.com/watch?v=X4W5k_QcdjU[/ame]
[ame="http://www.youtube.com/watch?v=PXDsllWZqN4"]http://www.youtube.com/watch?v=PXDsllWZqN4[/ame]
[ame="http://www.youtube.com/watch?v=Npt3RS55Hzk"]http://www.youtube.com/watch?v=Npt3RS55Hzk[/ame]
[ame="http://www.youtube.com/watch?v=tlM7XWE3v2c"]http://www.youtube.com/watch?v=tlM7XWE3v2c[/ame]
 
Black Jack Truck Racing Team 3x first place .BTRA b division truck races on the Nurburgring circuit.

All did not go as easy as the Volvo D13 engine still like to backfire under hi load due to a faulty injector in the second race.
This problem started back a couple of races ago where we able to get more power out of the engine due to bigger air and water cooling system and the result of this power increase was that the diesel was getting to hot and a fuel cooler was needed. Last race in France they replaced one injector and it seems on the Nurburgring circuit they had to replace an other injector.

Foto1k0-6QDOWCBL.jpg

Foto540-367MMDS3.jpg

Foto360-RPBDMFAN.jpg
 
De Manne van Janne 2. Still a bit the best of the rest holding 3 place in the championship and with this engine we are a bit stuck within the gears on a track like this. Also in the final run we do not get a load of engine load from the sled @ the begin of the run and the sled start breaking very hard on the end of the pull having no EGT to spool the turbo’s to max boost so we will experiment with different types of exhaust manifolds later on.

[ame="http://www.youtube.com/watch?v=X8EmhsvD2JE"]http://www.youtube.com/watch?v=X8EmhsvD2JE[/ame]
[ame="http://www.youtube.com/watch?v=L8X9bhNsBtQ"]http://www.youtube.com/watch?v=L8X9bhNsBtQ[/ame]
[ame="http://www.youtube.com/watch?v=5hV4TLFTBKM"]http://www.youtube.com/watch?v=5hV4TLFTBKM[/ame]

De Manne van Janne 3. The new torpedo Scania we build had it’s madden run. First runs the clutch slipping as it was new and the gear changer did not want to his job properly but we manage to fix this and where able to pull so more test runs getting data from the engine.
Currently we run the 2012 standard specification engine in this semi truck. Difference to the NR 2 truck is exhaust manifold and intake piping to the intake manifold. It got about 2 meter more length in it in a straight line not expanding in diameter so hi velocity intake air travelling to the intake manifold with a load of air mass not willing to stop very easy by a pulsating manifold system. Also the exhaust manifold is a 4 into one just before the turbo flange. Bit the same as on a petrol engine. Result is very fast boost build-up and 0,5Bar or 7 PSI more boost compared to the De Manne van Janne 2 engine with a load more modifications.
This all sound to good but we need to investigate and stick a o2 probe in the down pipe to know what oxygen is left and so on.

[ame="http://www.youtube.com/watch?v=dVt-at0-PQM"]http://www.youtube.com/watch?v=dVt-at0-PQM[/ame]
[ame="http://www.youtube.com/watch?v=HzSDFJQUdHU"]http://www.youtube.com/watch?v=HzSDFJQUdHU[/ame]
[ame="http://www.youtube.com/watch?v=m8OVqjM_me4"]http://www.youtube.com/watch?v=m8OVqjM_me4[/ame]
[ame="http://www.youtube.com/watch?v=PzX2qaewWVA"]http://www.youtube.com/watch?v=PzX2qaewWVA[/ame]

Ny Titan. Still no stopping this truck Hobby Sport Semi Puller. Now 52 points ahead of the competition.
[ame="http://www.youtube.com/watch?v=3r49i_yvbik"]http://www.youtube.com/watch?v=3r49i_yvbik[/ame]
[ame="http://www.youtube.com/watch?v=ssaEydQJTcg"]http://www.youtube.com/watch?v=ssaEydQJTcg[/ame]
[ame="http://www.youtube.com/watch?v=vsj-TguOv2E"]http://www.youtube.com/watch?v=vsj-TguOv2E[/ame]
 
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CurtisEmery said:
Not sure why he is bringing up prostock tractor hp in a semi pulling thread? Comparing 680ci tractor hp to 1000+ci semi pulling engines is mildly retarded imo.
Click to expand...

Same pump, same turbo, cant be much difference in power. Pump is spinning slower in trucks so it gives less fuel.
 
jfaulkner said:
Bravo, You keep doing what your doing. To guys like Leiffi it doesn't matter if you were to make 3K hp out of a lawnmower engine he would claim someone somewhere did it better, or you used the wrong dyno.

Me and others on here tend to not chit on others accomplishments, especially when we haven't done anything better. This is a trait Leiffi should adopt.

Leiffi if you or someone in your country has something better, bring it over and show us what we're missing. We now have a few electronic Cat's running with the sigmas and I'm sure they would love to have you come and school everyone with your million HP L10.LOL
Click to expand...
Bring yours over here, you have more money.

Electronic Cats with Sigmas, how is that electronic ?
 
tall boy said:
We are always on the lookout for new ECU systems and I think we found one with an open control strategy that fit our needs so we can program the ECU to what we want with only the hardware restrictions like I/O…...
It will be for a hi end marked as you will need a bigger budged for these ECU systems and there is a load of things in there you really not need for most motor sport applications so why invest time? The simple variant on things is more options in the box.

Just an example. Rail pressure monitoring can be done on a crank position bases so just before the start of injection you can take a pressure sample and correct injector duration to the fuel metering you want. Theoretically this looks correct But in reality chance is your reading the pressure waves inside the Commonrail so your engine ends up running like a bad tuned piano under very hi load as we discover on the XPI Commonrail engines where the AFR was all over the place having the pressure sensing flat out on the on the 1280ECU we use on most projects so we had to calm things down on the sensing part and get RMS reading programmed in making it possible to monitor the raw and RMS pressure reading having up to 500Bar pressure differential @ some load points.

So loads of new things and options for gathering data on this new ECU system but simple control strategies will make things easier most of the time as you can also go more advance if needed but for motor sport we are not out there to set new emission standards. Most of the time they tell you if it smokes. :lolly:
Click to expand...



It sure would be hopeless trying to correct for rail on every injection. When you scope log the rail it sure is messy, best case is likely an average.

I've seen pressure wave data that suggested you could squeeze a bit more flow out of an injector with a well placed pilot shot that would land a pressure wave at the injector for perfect timing with the main shot. Something I always wanted to fool with on the dyno but never got to.


Are you still correcting fuel quantity with a lambda sensor? On the dyno we maximized power just on speed density and seemed to work well on the track.

If you do I wouldn't mind seeing a log showing the correction?
 
Leiffi said:
Bring yours over here, you have more money.

Electronic Cats with Sigmas, how is that electronic ?
Click to expand...

Electronic Cats are now competing and hanging with Sigma powered trucks. US Trucks have went over there to play. J.R.Collins took his Mack to Holland in like 2008.
 
We do not correct on Lambda or o2 but we can set a fuel limit on it if we want.

RMS pressure reading works best on fuel rail pressure and it shows if you’re able to read o2 very fast. The o2 becomes more consistent and PWM or milliamps to the fuel-metering valve on the HP pump get a lot more a flat liner. Mid RPM makes the biggest mess on fuel pressure fluctuation as you running max torque so we start using RPM/load curves for the sample rate of fuel press reading to avoid hydraulic harmonics but ho far can you go on this as time is the limit on things and the last part dos not bring a load of things other than wasted time. Problem is you only know after you have done it and the next time you will get there faster.

Still the key to power with commonrail is fuel pressure and what fuel amount can you stoke in the injector.

We are getting there slowly with all electronic stuff. Just a different way of doing things.:evil
 
Hey Leiffi, you think Tallboy is an idiot, we get it. So instead of imparting your vast wealth of knowledge the sorry, uneducated, obstinate slob, why not just sit back and watch him fail? Stop being so magnanimous. He's obviously on the cusp of loosing his business judging by the quantity of high end work that goes thru his shop. When he goes under, you'll rule the industry over there.
 
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yjay said:
Hey Leiffi, you think Tallboy is an idiot, we get it. So instead of imparting your vast wealth of knowledge the sorry, uneducated, obstinate slob, why not just sit back and watch him fail? Stop being so magnanimous. He's obviously on the cusp of loosing his business judging by the quantity of high end work that goes thru his shop. When he goes under, you'll rule the industry over there.
Click to expand...


Leiffi is the king of crapping on everything and everyone else's stuff but never has anything of his own to compare. Tall boy forgot more today than Leiffi ever knew.
 
yjay said:
Hey Leiffi, you think Tallboy is an idiot, we get it.
Click to expand...
And how did you come into that conclusion ? He knows his stuff, Adaptronic, but not what I need to know, OEM ECM. He might also have something to learn about turbos, exhaust manifolds, injection timing and so on, but dont we all ?
 
jfaulkner said:
Electronic Cats are now competing and hanging with Sigma powered trucks. US Trucks have went over there to play. J.R.Collins took his Mack to Holland in like 2008.
Click to expand...

Yes, play, not compete because it was not built to local regulations. Same problem with Pro Stock tractors, there will never be world champions because every continent has different regulations, I think USA has different regulations in every state.
 
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